Field of application of the invention
[0001] The present invention relates to the field of turbocompound systems, i.e. those systems
in which a turbine fed with the exhaust gases of an internal combustion engine has
the axis thereof connected to the vehicle driving shaft so as to cooperate with the
internal combustion engine or with an electric generator.
[0002] Such a turbine is normally named "power turbine" or "compound turbine".
Prior art
[0003] The thermal management of the ATS (After Treatment System) is crucial to guarantee
an efficient conversion of the pollutants contained in the exhaust gases.
[0004] Thus, rapidly warming up the devices which form the ATS and keeping them at a temperature
either equal to, or higher than the activation temperature is the fundamental objective
pursued by manufacturers of vehicles, above all industrial vehicle.
[0005] The ATS comprises, for example, the DOC (Diesel Oxidation Catalyst) and the SCR (Selective
Catalytic Reduction), but other devices may be present.
[0006] It is indispensable for some of such devices to reach temperatures in the order of
250 - 300°C to be able to eliminate the pollutants present in the exhaust gases. Usually,
a technique used to promote the ATS warm up is to arrange a valve, so-called flap,
upstream of the ATS, immediately downstream of the turbine(s).
[0007] The closing of such a valve determines a counterpressure (backpressure) in the exhaust
manifold, which makes the internal combustion engine perform a further pumping work,
which must be overcome by increasing the fuel injection and thus the temperature of
the engine and of the respective exhaust gases, which promote the ATS warm up.
Summary of the invention
[0008] It is the object of the present invention to disclose a system for promoting ATS
warm up, and more in general for improving ATS efficiency in any operative condition
of the engine/vehicle.
[0009] The underlying principle of the present invention is to arrange a variable geometry
power turbine on the exhaust gas line, downstream of the ATS, i.e. downstream of the
DOC and of the SCR, so as to increase in average the counterpressure on the exhaust
line, and thus improve ATS efficiency.
[0010] It is understood that the ATS is unique, meaning that there are no further ATS devices
downstream of the power turbine. Thus, the power turbine is adjusted so as to guarantee
an appreciable counterpressure in any operating condition of the internal combustion
engine and therefore not only at high loads and/or rpm.
[0011] Therefore, the turbine is adjusted to reduce the transit speed of the exhaust gases
through the ATS according to the Space x Velocity principle, and instead of dissipating
the energy contained in the gases, this is recovered by the turbine which converts
it into mechanical energy which can be exploited in various manners. The fact of being
arranged downstream of the ATS and of being of the variable geometry type allows to
vary, in controllable manner, the permanence time of the gases inside the ATS, with
pressure increments higher than 1 bar relative, allowing both a more rapid warm up
and, subsequently, an improvement of ATS efficiency, to the extent that its size can
be reduced, the efficiency being equal.
[0012] Advantageously, the effusion section of the turbine distributor may be controlled
as a function of the exhaust gas temperature.
[0013] The energy generated by the power turbine may be surrendered to the driving shaft
or to an electric generator for any further purpose.
[0014] If the power turbine is operatively connected to the transmission, it may be controlled
also as a function of the torque required from the internal combustion engine. Thus,
according to a preferred variant of the invention, at least two different power turbine
control maps are stored in a control unit of the power turbine itself: one control
map is used during the warm up step, i.e. is aimed at the rapid warm up of engine
and ATS, and another map is used in thermal regime conditions, i.e. when the ATS has
reached the activation temperature of its purification devices. Preferably, such a
second control map may be aimed at the minimum specific consumption by carefully balancing
engine efficiency in itself and the energy recovery on the power turbine.
[0015] The power turbine, being of the variable geometry type, may be controlled to determine
a deceleration of the flow of gases which cross the ATS also after the warm up step.
This allows to treat the exhaust gases more efficiently, and thus to be able, the
operating conditions of a traditional turbocompound system being equal, to reduce
the extension of the active surface and thus the size of some of the purification
devices which form the ATS. But this also affects the warm up time because the smaller
size devices may be warmed up with less thermal energy, because of the smaller external
dispersing surface and for the lower thermal inertia related to the smaller mass to
be heated.
[0016] According to a further preferred variant of the invention, the power turbine is of
the adjustable blade type, and thus can change its effusion section but also the angle
of impact of the gas injected by the nozzles in the scroll with the blades of its
impeller. Preferably, when the turbine is of the adjustable blade type, the blades
may be oriented so that the angle of impact of the gas on the blades of the impeller
slows down the rotational motion of the impeller. If the turbine is connected to the
driving shaft, it is apparent that the impeller cannot reverse its direction of movement
because it is constrained to the driving shaft, but this implies the transfer of braking
torque to the internal combustion engine.
[0017] Therefore, the internal combustion engine must overcome the pumping work afforded
by the counterpressure generated by the power turbine and also the negative work transferred
by the latter to the driving shaft. Thus, by virtue of this preferred variant of the
invention, the warm up procedure is even faster.
[0018] At the end of the warm up step, the power turbine may be adjusted so as to afford
a negative torque to the internal combustion engine during the engine braking step.
[0019] According to a further variant of present invention, at the end of the warm up step,
the power turbine may be adjusted also as a function of the amount of urea-based aqueous
solution which is injected into the ATS upstream of the SCR, thus defining an open
Rankine cycle.
[0020] Vice versa, the injection of urea-based aqueous solution may be appropriately controlled
as a function of the control carried out on the power turbine. Indeed, the improvement
of converter efficiency may allow to eliminate the excesses of aqueous solution injections
with respect to the reaction stoichiometry, which injections are generally necessary
to increase the conversion rate of the converter in sub-optimal operating temperature
conditions. This considerably reduces the formation of crystalline urea deposits.
[0021] According to a further preferred of the invention, the ATS may be provided with a
secondary fuel injector, i.e. an injector arranged on the exhaust gas line, upstream
at least of the particulate filter, to inject fuel during the regeneration of the
particulate filter. According to such a preferred variant of the invention, such an
injector may be used in cooperation with the power turbine also during other operating
conditions of the propulsion system, i.e. to implement a Brayton cycle, thus capable
of exploiting the exhaust gas line of the internal combustion engine as active part
of the vehicle mechanical energy generation. In other words, the exhaust line itself
may be controlled so as to provide an overboost to the system, and thus to the vehicle.
According to a further preferred variant of the invention, the power turbine transfers
its mechanical work directly to the vehicle wheels, thus it is connected to the driveline
downstream of the gearbox.
[0022] In other words, the power turbine is connected to the driving shaft indirectly, by
means of the driveline, and in particular downstream of the gearbox, preferably to
the secondary shaft of the gearbox, which is often provided with arrangement for a
power takeoff. Such a connection may be made, for example, by means of appropriate
gearing or by means of a traditional hydraulic coupling.
[0023] According to an improvement of such a preferred variant of the invention, the power
turbine is operatively connected to the secondary of the gearbox by means of a continuously
variable ratio transmission, also known with the acronym CVT. The particular suggested
arrangement implies advantages in terms of energy and controllability.
[0024] According to a further preferred variant of the invention, the power turbine is associated
to an electric generator motor so as to convert the respective mechanical energy into
electric energy, particularly during the warm up steps of the ATS.
[0025] It is the object of the present invention an improved turbocompound system as described
in claim 1.
[0026] It is also an object of the present invention a control method of the aforesaid turbocompound.
[0027] A further object of the present invention is a terrestrial vehicle implementing the
aforesaid turbocompound system.
[0028] The claims describe preferred embodiments of the invention forming an integral part
of the present description.
Brief description of the figures
[0029] Further objects and advantages of the present invention will be apparent from the
following detailed description of an embodiment (and variants) thereof and from the
accompanying drawings provided merely by way of non-limitative example, in which:
figure 1 shows an approximate diagram of the improved turbocompound system object
of the present invention,
figure 2 shows a diagram showing an example of dimensional variable of the SCR of
the diagram in figure 1, as a function of the counterpressure on the exhaust line,
figure 3 shows a speed triangle of the power turbine in figure 1, in a specific operating
condition.
The same reference numbers and letters in the figures refer to the same elements or
components.
Detailed description of embodiments
[0030] According to figure 1, an internal combustion engine E, e.g. a diesel engine, has
an intake manifold In and an exhaust manifold Ex. A turbosupercharger unit TC defines
a first, possibly optional, supercharging stage of the internal combustion engine
with the first turbine T operatively arranged immediately downstream of the exhaust
manifold. The compressor C, guided by the first turbine T, aspirates fresh air from
the environment and compresses it, while an intercooler CAC cools the compressed air
down before it enters into the intake manifold In.
[0031] An exhaust gas recirculation system EGR may be implemented.
[0032] Preferably, it is of the "high-pressure" type, known in itself, meaning that recirculation
is operated by tapping exhaust gases upstream of the first turbine and by introducing
such exhaust gases into the intake manifold In downstream of the compressor C.
[0033] This does not mean that a low-pressure circulation cannot be operated, i.e. by tapping
exhaust gases downstream of the compressor turbine and upstream of the turbocompound
and reintroducing them into the intake line upstream of the compressor(s).
[0034] Preferably, the recirculated exhaust gas is preventively cooled, e.g. by means of
a separate EGR Cooler.
[0035] A second turbine PT, called power turbine, is arranged on the exhaust line IL, downstream
of the first turbine T, if present, according to the exhaust gas flow.
[0036] According to the present invention, the power turbine PT is of the variable geometry
type and is arranged on the exhaust gas line IL, downstream of the ATS, i.e. downstream
of the DOC and of the SCR. Preferably, a particulate filter is arranged downstream
of the DOC and upstream of the SCR.
[0037] EJU means are arranged immediately upstream of the SCR to inject a urea-based mixture
for abating NOx in cooperation with the SCR.
[0038] The effusion section of the power turbine may be controlled as a function of the
temperature of the exhaust gases so as to slow down the effusion of the exhaust gases,
thus improving the heat exchange with the purification devices and so as to make a
counterpressure in the internal combustion engine, which promotes, as described above,
the heating of the engine and of the ATS in warm up conditions.
[0039] Preferably, in thermal regime conditions, i.e. at the end of the ATS warm up step,
the power turbine may be adjusted as a function of the driving torque required to
the internal combustion engine. In particular, the reduction of the effusion section
of the turbine becomes directly proportional to the torque required to the internal
combustion engine and inversely proportional to the temperature of the exhaust gases.
[0040] According to a preferred variant of the invention, at least two different power turbine
control maps are stored in a control unit thereof: one control map is used during
the warm up step and the other is used in thermal regime conditions, i.e. when the
ATS has reached the activation temperature of its purification devices.
[0041] According to a further preferred variant of the invention, the power turbine PT is
operatively connected either directly or indirectly to the driving shaft of the internal
combustion engine and is of the adjustable blade type. Thus, a connection of the power
turbine to the vehicle transmission means a connection to the driving shaft or to
any other member involved in the transmission of motion to the wheels. In particular,
the power turbine can change its effusion section but also the angle of impact of
the gas injected by the nozzles of the scroll with the blades of its impeller. Preferably,
when the distributor of the turbine is of the adjustable blade type, its blades may
be oriented so that the angle of impact of the gas on the blades of the impeller slows
down the rotational motion of the impeller. If the turbine is connected to the driving
shaft, it is apparent that the impeller cannot reverse its direction of movement because
it is constrained to the shaft of the internal combustion engine, but this implies
the transfer of braking torque to the internal combustion engine.
[0042] Figure 3 shows an example of a speed triangle applied to a power turbine adapted
to afford braking torque to the internal combustion engine.
[0043] Figure 3 shows a speed triangle of the power turbine in figure 1, in a specific operating
condition, in particular during the generation of braking torque. Only two adjacent
moveable blades P1 and P2 and a blade of the impeller P3 are shown. It is worth noting
that the moveable blades P1 and P2 are oriented so as to define an exhaust gas flow
output angle α, which in the figure is identified by its absolute speed vector Vp.
Such a flow encounters the blade of the impeller P3, in turn having angular
ω and peripheral speed Vω, according to the vector Vp rel, resulting from the vector
sum of the two vectors Vp and Vω. Such a speed makes the flow impact against the blades
of the turbine wheel creating an aerodynamic resistance and thus a drawing of torque.
[0044] Therefore, the internal combustion engine must overcome the pumping work afforded
by the counterpressure generated by the power turbine and also the negative work transferred
by the latter to the driving shaft.
[0045] According to a further preferred variant of the present invention, the power turbine,
at the end of the warm up step may be adjusted to brake the engine E in engine brake
activated conditions.
[0046] When the engine brake condition is active, the internal combustion engine is driven
by the inertia of the vehicle without introduction of the fuel. Therefore, it works
as a volumetric pump, which may or may not be provided with compressed air release
systems after dead top center, which pushes air to the intake manifold to the exhaust.
[0047] It is apparent that the average increase of the backpressure induces the engine E
to draw more mechanical energy and to push the air towards the exhaust manifold thus
braking the vehicle further.
[0048] According to the present invention, it is not only possible to raise the backpressure
by means of the power turbine but it is also possible to transfer the negative torque
directly to the engine or to the driveline of the vehicle.
[0049] According to a further preferred variant of the present invention, the power turbine,
at the end of the warm up step, may also be adjusted as a function of the amount of
urea-based aqueous solution which is injected into the ATS upstream of the SCR. Indeed,
such an aqueous solution evaporates completely at high temperature and is converted
into ammonia in part, and consequently increases the mass flow rate and volumetry
of the gas impacting on the power turbine.
[0050] The ammonia-based aqueous solution undergoes the following transformations:
- pumping in the ATS upstream of the SCR, by means of said EJU injector,
- evaporation, because of the exhaust gas temperature,
- expansion through the power turbine.
[0051] In other words, it is the transformation sequence of an open Rankine (or Hirn) circuit,
i.e. without recovery of fluid by means of condensation.
[0052] It is worth noting that the aqueous solution flow directly depends on the amount
of Nox to be converted and eliminated. But such an amount is also proportional to
the SCR converter efficiency, which in turn is proportional to the temperature and
to the gas pressure therein. Therefore, also after having completed the warm up step,
the increment of pressure obtained by adjusting the effusion section of the power
turbine allows to raise the SCR purification efficiency and thus allows, at the same
time, to reduce the amount of urea-based solution injected into the ATS and to recover
the pumping energy of the internal combustion engine as mechanical energy to the power
turbine.
[0053] Advantageously, the flow of injected aqueous solution can be increased to obtain
an overboost from the power turbine, and vice versa counterpressure generated by the
power turbine can be increased to reduce the amount of injected aqueous solution.
Therefore, the power turbine control in thermal regime conditions is closely related
to the injection of urea-based aqueous solution.
[0054] The practice of injecting fuel, either as post injections or by means of a specific
EJF injector housed directly in the exhaust gas line IL upstream of the DPF, in order
to regenerate the particulate filter DPF, is known.
[0055] According to a further preferred variant of the invention, the power turbine may
be controlled in thermal regime conditions by the propulsion system, in combination
with the additional injection of fuel, not to regenerate the DPF but to obtain further
mechanical energy from the power turbine. The exhaust gas portion related to the fuel
injected by means of post injection evolves according to a transformation cycle comprising:
- a compression at pressure higher than ambient pressure (backpressure),
- a heating (post injected fuel oxidation) at constant pressure, and
- an expansion by means of the power turbine.
[0056] It is substantially a positive work Brayton cycle, which not only allows to obtain
further mechanical energy on the power turbine but also allows to improves DOC + DPF
efficiency because reactions are triggered more easily at lower temperatures as the
counterpressure increases.
[0057] At most, the forced regeneration procedures of the DPF are eliminated/reduced because
the natural reactions are greatly facilitated. Furthermore, if the vehicle is provided
with EGR, the average pressure increase on the exhaust line facilitates the exhaust
gas recirculation.
[0058] The effects of both the ammonia expansion and the fuel combustion injected by means
of either post injections or a specific injector arranged upstream of the particulate
filter are appreciable above all in combination with a variable geometry power turbine,
which raises the average pressure in the exhaust line over the entire curve of use
of the engine, thus increasing the compression ratio at which the foregoing gaseous
fractions both evolve. Advantageously, the efficiency of both the Rankine and Brayton
cycles increases with the ratio between the maximum and minimum pressures to which
the respective fluid evolves.
[0059] The increase of efficiency related to the exploitation of these two effects becomes
negligible in average without the possibility of controlling such pressure ratio by
adjusting the power turbine geometry.
[0060] Furthermore, the recovered mechanical energy contributes to improving the efficiency
of the system contrary to the flaps arranged on the exhaust line and/or on the intake
line of the internal combustion engine E.
[0061] Advantageously, the fact of operating at pressures which are higher in average than
those known, i.e. at pressure values in the order of 1-2 bar relative, allows to use
centripetal turbine similar to the turbines of the turbosupercharger assembly T, C,
instead of axial turbines which have degree of reaction close to zero (impulse turbines)
as power turbine. Thus, the present invention not only allows to reduce the ATS warm
up time the but also allows to reduce the size of the ATS purification components
themselves, and allows to exploit the raise of pressure along the exhaust line in
positive manner recovering the mechanical energy which may be converted into electric
energy, by connecting the power turbine to an electric generator or may be surrendered
to the transmission G1 of the vehicle.
[0062] Figure 2 shows a diagram, which shows an example of reduction in size of the SCR
as a function of the counterpressure on the exhaust line. It is apparent that the
size of the SCR can be halved with a counterpressure of 1.5 bar relative (i.e. with
respect to the atmospheric pressure).
[0063] According to a preferred embodiment of the present invention, the power turbine is
connected to the transmission downstream of the transmission. Preferably, it is connected
to the secondary shaft of the gearbox G1, preferably by means of a power takeoff G1,
generally available in the gearboxes of heavy vehicles.
[0064] Advantageously, from the energy point of view, the connection to an element of the
power chain very close to the wheels of the vehicle, and thus not subject to the torsional
vibrations which are specific to the driving shaft, allows to eliminate the hydraulic
damper coupling, typically used for the power turbines of turbocompound systems. Indeed,
such a coupling usually implies an energy loss equal to at least 15% of that recovered
by the wheel of the power turbine.
[0065] According to the present invention, the power turbine PR is connected to the gearbox
either by means of gearings or by means of a traditional hydraulic coupling.
[0066] Preferably, the power turbine is operatively connected to the secondary of the gearbox
by means of a continuously variable ratio transmission CVT.
[0067] Replacing the traditional hydraulic coupling with a CVT, given a small loss of transmission
efficiency (4-5% with respect to a gear cascade), however allows to maintain the peripheral
speed of the power turbine always in the optimal U/C range, i.e. effusion speed U
of the gas divided by the peripheral speed C of the impeller, from which the fluid
dynamic efficiency of the turbine itself depends.
[0068] Thus, the power turbine can always be maintained at the operating speed at which
it expresses the best efficiency by means of a CVT. This allows an excellent thermodynamic
energy recovery downstream of the ATS.
[0069] In addition to improving recovery efficiency, this has the effect of uncoupling the
variable geometry management of the power turbine from the rotation speed of the power
turbine without penalization. Thus, the foregoing turbine management procedures during
the warm up step or thermal regime step, to minimize the specific consumption of fuel
or to increase the power available at the wheels, may be put into practice by maintaining
the power turbine in maximum efficiency conditions.
[0070] The variant which includes the connection of the power turbine to the driveline is
synergetic with the fact of having arranged the power turbine downstream of the ATS.
[0071] The ATS is particularly large, thus the power turbine is distant from the engine.
Therefore, by virtue of a preferred embodiment of the present invention it is easy
to connect the power turbine directly onto the gearbox.
[0072] Furthermore, it implies the further advantage of affording torque to the wheels also
when shifting, i.e. when the driving shaft is disconnected from the gearbox by means
of clutch, thus being able to implement automatic or dual clutch gearboxes, usually
employed to prevent the vehicle from slowing down when shifting. It is worth noting
that all decelerations must then be recovered by burning additional fuel, and that
shifting on a heavy vehicle may take even a few seconds.
[0073] Preferably, the secondary shaft G2 of the transmission is further connected to the
drive wheels of the vehicle, e.g. by means of a differential D.
[0074] It is thus advantageous when shifting to
- control the internal combustion engine so as to increase the exhaust gas flow rate
and temperature, and/or
- increase the injection of urea-based aqueous solution, and/or
- perform post injections of fuel to exploit the aforesaid Bryton cycle.
[0075] It is also advantageous to adjust the power turbine so as to increase the mechanical
energy recovery with an obvious increase of the counterpressure.
[0076] If the combustion engine is controlled by the ECU to find a dynamic balance at a
higher load because of the generated counterpressure, the effect of the power turbine
is amplified, thus being able to supply the torque necessary to maintain a constant
speed to the vehicle while the clutch is disconnected and the gearbox is shifting.
[0077] Such a control is rather easy to achieve if the gearbox is automatic or automated,
it being possible to predict the shifting with sufficient advance and thus it being
possible to control the fuel feed to the internal combustion engine accordingly.
[0078] Thus, according to the present invention, during the warm up step of the ATS, the
power turbine is controlled so as to increase the counterpressure at the engine exhaust
manifold.
[0079] If the power turbine is of the adjustable blade type and the axis of the power turbine
is connected to the driving shaft, the blades may be oriented so that the axis of
the turbine transfers a negative torque to the internal combustion engine during the
warm up step.
[0080] Therefore, the power turbine is controlled as a function of the exhaust gas temperature
and, secondarily, as a function of the power requested from the internal combustion
engine. The forgoing control operations may be advantageously implemented in a processing
unit ECU by means of a program for computer which comprises encoding means for implementing
one or more steps of the method when this program is run on a computer. Therefore,
the scope of protection is intended to extend to said computer program and also to
computer-readable means which comprise a recorded message, said computer-readable
means comprising program encoding means for implementing one or more steps of the
method, when said program is executed on a computer.
[0081] Other possible constructional variants of the described non-limitative example are
possible, without therefore departing from the scope of protection of the present
invention, comprising all the implementations considered equivalent by a person skilled
in the art.
[0082] From the description above, a person skilled in the art will be able to implement
the object of the invention without introducing further constructional details. The
elements and features illustrated in the various embodiments may be combined without
because of this departing from the scope of protection of the invention. The description
of the prior art, unless specifically excluded in the detailed description, must be
considered in combination with the features of the present invention, forming an integral
part of the present invention.
1. Improved turbocompound system, the system comprising
- an internal combustion engine (E) having an exhaust manifold (Ex) and an exhaust
line (IL) connected to and adjacent with the exhaust manifold,
- a single exhaust gas purification system (ATS) arranged on said exhaust line (IL),
- a power turbine (PT), arranged on the exhaust line (IL) downstream of said single
purifying system (ATS),
wherein the power turbine (PT) has a variable geometry, controlled by processing means
(ECU), to increase an average counterpressure on the exhaust line (IL).
2. System according to claim 1, wherein said processing means (ECU) are adapted to control
an effusion section of the power turbine (PT) as a function of the temperature of
the exhaust gas in order to make the warm up process of the purification system (ATS)
faster.
3. System according to one of the claims 1 or 2, wherein said purification system comprises
an SCR and first means (EJU) for injecting an urea-based aqueous solution controlled
by said processing means (ECU).
4. System according to claim 3, wherein said processing means (ECU) are adapted to control
said variable geometry of said power turbine and said first injection means (EJU)
in order to minimize the injection of urea-based aqueous solution, increasing a counterpressure
at the exhaust line (IL).
5. System according to claim 3 or 4, wherein said processing means (ECU) are adapted
to control said power turbine and said first injection means (EJU) in order to maximize
a mechanical energy recovered by the power turbine, increasing at the same time a
counterpressure at the exhaust line (IL) and a flow rate of urea-based aqueous solution,
in order to exploit an open Rankine cycle.
6. System according to any one of the preceding claims, wherein said exhaust line (IL)
comprises a particulate filter (DPF) and second means (EJF) for injecting fuel in
the exhaust line, upstream of said particulate filter, controlled by said processing
means (ECU) and wherein said processing means (ECU) are adapted to control said power
turbine and said second injection means (EJF) in order to maximize a mechanical energy
recovered by the power turbine, increasing at the same time the counterpressure at
the exhaust line (IL) and a flow rate of injected fuel, in order to exploit an open
Bryton cycle.
7. System according to any one of the preceding claims, wherein said internal combustion
engine (E) is further provided with an intake manifold and with a turbosupercharger
unit (T, C) having a first turbine (T) arranged downstream of the exhaust manifold
(Ex) and upstream of said purifying system (ATS).
8. System according to any one of the preceding claims, wherein said internal combustion
engine (E) is further provided with EGR means and wherein said processing means (ECU)
are adapted to control said variable geometry of said power turbine in order to facilitate
an exhaust gas recirculation.
9. System according to claim 8, wherein said EGR means are high-pressure and/or low-pressure
type.
10. System according to any one of the preceding claims wherein said power turbine is
operatively connected to an electric generator to generate electric energy or wherein
said power turbine is operatively connected to the vehicle transmission.
11. System according to claim 10, wherein said internal combustion engine (E) comprises
a gearbox (G) and wherein the power turbine is operatively connected downstream of
the gearbox, preferably to a secondary propeller shaft of the gearbox (G1).
12. System according to claim 11, wherein said gearbox (G) comprises a power takeoff (G2)
and wherein said power turbine is operatively connected to the secondary propeller
shaft of the gearbox (G1) by means of said power takeoff (G2).
13. System according to one of the claims 11 or 12, wherein said power turbine is operatively
connected to the secondary propeller shaft of the gearbox (G1) by means of appropriate
gearings or by means of a CVT gearbox controlled by said processing means (ECU).
14. System according to any one of the preceding claims 11-13, wherein the distributor
of said power turbine has adjustable blades and wherein the blades can be adjusted
so that an angle of impact of the exhaust gas on the turbine blades is such as to
slow down the rotational motion of the impeller, transferring a braking torque to
the vehicle transmission.
15. System according to claim 14, wherein said processing means are adapted to control
the blade orientation so that the power turbine can generate a negative torque during
the warm up of the purifying system (ATS) and/or in engine brake conditions.
16. System according to any one of the preceding claims 11 - 15, wherein said processing
means (ECU) are adapted to control said power turbine in order to increment or to
maximize a mechanical energy recovered by the power turbine and transferred to the
vehicle transmission during a gear shifting.
17. System according to claim 16, wherein said processing means (ECU) are adapted to make
the internal combustion engine find a dynamic balance at an higher load due to a counterpressure
generated by the power turbine, amplifying the contribution of the power turbine during
the gear shifting.
18. System according the claims from 13 to 17, wherein said power turbine is operatively
connected to the secondary shaft of the gearbox (G1) by means of a CVT gearbox controlled
by said processing means (ECU), said processing means are adapted to control said
CVT gearbox so that the speed of rotation of the power turbine is such that its efficiency
is optimal.
19. Control method of an improved turbocompound system according to any one of the preceding
claims, comprising the step of adjusting said variable geometry of the power turbine:
- during a warm up step of the ATS, in order to make the procedure itself faster and/or
- during a steady state thermal condition of the purification system (ATS), in order
to minimize the injection of urea-based aqueous solution and/or
- during a steady state thermal condition of the purification system (ATS), in order
to facilitate the exhaust gas recirculation EGR and/or
- during a steady state thermal condition of the purification system (ATS), in order
to recover a predefined mechanical energy by means of the power turbine and/or
- during of an engine brake condition, to increase the pumping work of the internal
combustion engine.
20. Method according to claim 19, wherein when the power turbine has adjustable blades,
and is operatively connected to the vehicle transmission, the control method comprises
a step of adjusting an orientation of the blades so that the power turbine generates
and transfers braking torque to the vehicle transmission during the warm up of the
purifying system (ATS) and/or in engine brake operation.
21. Method according to claim 20, wherein if the turbocompound system comprises second
fuel injection means (EJF), said processing means (ECU) are adapted to
- command at least a fuel injection, and
- reduce an effusion section of the power turbine (PT) accordingly,
in order to increase a mechanical power recovered by the power turbine (PT).
22. Method according to any one of the preceding claims, wherein the turbocompound system
comprises first means (EJU) for injecting an urea-based aqueous solution arranged
on said exhaust line (IL) upstream of said ATS and controlled by said processing means,
then said processing means are adapted to
- command at least a variation of injection of an urea-based aqueous solution, and
- reduce an effusion section of the power turbine (PT) accordingly,
in order to increase a mechanical power recovered by the power turbine (PT).
23. Terrestrial vehicle comprising an improved turbo compound system according to any
one of the claims from 1 to 18.
24. Computer program comprising program code means adapted to perform the steps of any
claim from 19 to 22, when such program is run on a computer.
25. Computer-readable means comprising a recorded program, said computer-readable means
comprising program code means adapted to perform the steps according to the claims
from 19 to 22, when said program is run on a computer.